Railway draft rigging



VNIW. 24, 19324.

J. F. ocoNNoR 1,861.1,1 13

RAILWAY DRAFT RIGGING Filed Jan. 28. 19294 asheetsv-sneet 1 May 24, 1932. J. F. o-coNNoR RAILWAY DRAFT`RIGGING Filed Jan. 28. 1,929 2 Sheets-Sheet 2 ym# M STAIRS JOHN F. ocoNnon, or cHICAedILLINoIs AssIGNon 'ro w.n. MINER, Indpon CHICAGO, ILLINOIS, A ooRPoRA'rIon on DELAWARE RAILWAY DnAFr-`arenariav f l Application mea January as; i929. serial No. 335,477. i

Thisinventionrelates to improvements Vin l A; more specific object of the invention-is railway draft riggings. l p l y to provide a railway draftrigging including A' Gne object of the invention is to provide a'coupler at each endL of the car, agyokefcof` a vrailway vdraft rigging including coupler operatingwith each coupler,a-fr ont follower i; means atopposite ends of the vcar and couanda friction shock absorbing Vmeans dis-ral f operatingshocl absorbing mechanismlocatposed within each yoke-movable sill memfl ed at each end of the cai', wherein the coupler Vbers extendingv from end 'to' end off-the car," l meansvhas' relatively longer vtravel inv buff the sill-membershavinginner`stopL lugs adi l than'vv in draft, the buing shocks being comjacent the oppositegends of. the car whichAco-i. le inunicated from thevshocl; absorbingmech- `operate with the shock absorbing means, 'en anism at one end of` the car tothe shock ab whereby buifing shocks' are transmitted from sorbing mechanism at the other end to obthe shock absorbingmeansA at one endfofithe tain the relatively longer travel, wherein carto that at 4the otherend, with vthe result' y Y means is embodiedfor limiting the maximum that relatively Vgreater-movement inV buff la extension of the coupler at either end'of the than in draftof the coupler at each end of 'fi car to less than' the travel Vof, the same in buff, Vthe car is obtained, fixed stop' means;"avtfeachv y or adistance permitted in standard railway endnof the ljcanand a cooperating stop sleeve practice in connection with independently having, shouldered engagement with, each acting 'shocks absorbing mechanisms emiixed stop means `cooperating with lthe vcor-x Y .2G ployed at opposite ends of the car, having responding outer follower, each sleeve,"`to .te

equal compression in buil and draft. gether with the cooperating fixed stop means, Another object ofthe invention is to profunctioning asan outerV stop member to which videa railway draft rigging including a the draft shoclrsareV transmittedwhenthe coupler andV cooperating shock absorbing coupler at the corresponding end ofthe car 7.25 means ateach end of the car and means for is pulled outwardly andthe bufng shocks `75 transmitting the bufng shocksV vfrom the aretransmittedwhen the'fcouplerat the op shock absorbing means at one end of the car p'ositev end of the car is moved inwardly. and to the shock4 absorb'ngpmeansat the other *thesh'ock absorbing meansat both endsfoff endeV thereof, wherein fixed fstop means is the car is compressed, thereby providing a 30 employed at opposite ends of the car, havrelatively longer `stroke-0f eitherfof the cou .0v l

ying stop elementsy .cooperating therewith, plers'in buff than in draft, each sleeve lbe-l each lstop element having shouldered e'nga'ge-A A ing movable inwardly of the car to an extent ment with vthe corresponding 4fixed stop equal atleast tothe compression stroke of means to limitl movement outwardly of the Vone of the shoclrabsorbing? mechanisms,

n35 car, the stop element functioning as an-outer thereby restricting the relative movement of 85 stop member for the shock absorbing means each 'coupler andthe corresponding sleeve at the corresponding endV of the car, the stop `to an extent less than' thejfull inward tra/vel element being movableinwardly ofthe car ofthe correspondingecouplerr. in Lbuft', .thus during the inward movement o f the corre- Vlimiting the maximum extension of the cou greater movement of the coupler in buff than asstandard in railway practice.

in draft.-

,i V'ther and further objects of the'invention y A further obj ect of the invention is to pro# will more clearly appearfrom the description vide a railway draftrigging'ofthe character and claims hereinafter .follownggf 40 spending coupler to provide for relatively `plers soasnot toexceed the distance accepted jg() e5 indicated'.` lin fthe preceding paragraph, In the* drawings'vforminga part-of this 95j wherein couplers and yoles vwhich lare now specification, Figure 1 isfavt'opllplan"view of Y standard in railway. equipmentmaybe ema portionof `the underframe'structure of aj ployed together with friction or springshoek car, which extends from end toend ofthe absorbing means of standard overall dimen-V `sameillustrating my improvementsin ceri-Y Y nection therewith, the underframe structure f structureand 11-11 the endsills.

being shown as centrally broken away in order to accommodate the view to the sheet of the drawings. Figure 2 isa horizontal, longitudinal sectional view of one end of the Vunderframe structure illustrated in Figure 1- and corresponding substantially to the lino 2-2 of Figure 3L Figure 3 is a longitudinal, vertical sectional view, corresponding substantially` to the rline 3-3 yof Figure 1. And Figures 4 and 5 are vertical, transverse sectional views, corresponding Vsubstantially to the lines 4 4 and 5-5 of Figure 3, these views being partly broken away.

In said drawings, 10-10 indicate the front and rearbody holsters of the Vcar underframe The car is providedwith couplers at each end thereof,

the same being'partly broken away andthe Shanks thereof being designated by 12-12, each shank having the usual head 13 at the outer end thereof. Y y

In carrying out my invention, I provide body bolsters of special design, as most clearly illustrated in Figures 2, 3 and 5. Each body'bolster comprises atop plate 14 extending entirely across the carv and secured'to the Y f usual side sills,V not shown; bottom` plates f '15e-15 extending inwardly from the side sills o and secured thereto in the usual manner; dia- 30 phr'agm plates 16-16y secured to the side plates andtop plate; and a central casting 17. Thev casting 17'` has lateral-ly extending hollow sections 18-18 on opposite Vsides thereof defined by inner vertical wall pory too plate 14',

'tions 19-19, spaced sidewall portions 20-20 and top andl bottom wall portions 21-21. The hollow sections 18 Vare preferably .reinforced 'by a'central vvertical web 22 formed integral with the top and bottom walls and theinner end wall 19. As most clearly shown in Figures `Zand 5, the walls 19 are spaced apart fora purpose hereinafter pointed out. VThe portions 18V of the casting are connected byY a Yrelativelyfthick bottomA web 23 formed integral with' the Vbottom wall portions 21.Y

The topwall -21 of each member 18k is downwardlyoffset, vas indicated at 24, thereby providing an opening'or guide-waybetween the same and the top plate 14 of the bolster member.. vAt the-bottom end, each wall 19 is con'- l ure 5.; f The web `1nember23 is provided'with-upstanding "spaced transverse ribs or walls as most clearlysh'own in Fig- 26-26, there preferably being four such ribs or walls. Two of the ribs 26 'are located at thefront and rear edges of the web 17 and the remaining two are ydisposed closely adjacent each other approximately atthe center of saidrweb. The-web 23o-isv provided with the usual center pin receiving opening 27 which accommodates the pin that connects thebody and truck holsters. As shown in Figures 2 and 5, the ribs 26 areconnected by web members which define, together with the central portions of said ribs, a tubular upper section, the-opening of whichris a continuation of the .centerpin receiving opening of the web 23.

The ribs 26 have their opposite ends spaced from the walls 19, thereby providing an opening at eachside for a purpose hereinafter pointed out.

The end sill members 11 at the oppositek f ends ofthe car are also of special design, each being provided with an opening 28 adapted to accommodate the coupler shank and associated parts of the draft rigging. The opening is defined by a top wall 29, rside walls 30e-30 and abotto-in wall 31 in the fo'rin of a detachable plate. The top wall 29 forms in effect a continuationof the top member of the end sill., The side wal-ls 30 are relatively thick and are Vrecessed ontli'e innersides at the bot-Y tom thereof. as indicated at 32-32, tovprovide pockets or seats adapted to accommodate the opposite sides of the bottom plate 31 so that the bottom face of said plate will be flush,

with the bottom member of the end sill.

As m'ost clearly shownin Figure 4, the plate 31 is relatively heavy and is reinforcedV `by a plurality of longitudinally extending bottom webs or ribs 33-33. The plate yis preferably secured to the end sill by means of 'vertically disposed bolts 3434 extending through thesill." Theside walls 30 are proasl vided with vertically disposed, opposed, relay Y tively thick ribs35-35 on the inner sides thereof, the ribs 35 presenting fixedl stop l shoulders 36 and 37 at th-e front and rear'sides thereof. The end sill is also provided with rearwardly extended, spaced, vertical wall portions 353-38.r the outer sides of which are Y in alignment with theV side walls 30. The

inner surfaces of the walls 38 vare outwardly offsetwith respect to the side walls, thereby presenting transverse shoulders 39-,39 which corresponding' end sill. The bottom plate is of such a length that the rear edge thereofY is in substantial alignment with the rear ends of the walls 38, as most clearly indicated in Figures 2 and 3. y

A pair* of channel shaped spaced sills 4 0-40 are arranged lengthwise yof the car,

Vare in alignment with the rear face-of the A the oppositeends of the same being support- Y ed byl the plates 31'Vand are guidedbetween the walls 38-38 of the end sills.

The sills 1 4G pass throughthebody'vbolsters ofthe car.VK

and the vertical ywebs thereofare guided be-K- Y shell type:

tweenthe walls Y19 andthe outer edges of the ribs 26 of the. holsters, and the top and bottom'flanges of4 each sill are guided in the openings defined by the topl plate 14, ythe'oifset wall portion 24 and bythe bottom wall 21 and the offset wall portion 25 at the corn responding side of'each body bolster. Y The two sills 40 are preferably connected by cover plates 41-41 secured to the top flanges of the sills,` tie plates 141-141 and saddle plates42-442vsecured `to ,the bottom flanges.I The sills are spaced apart the proper distance to receive a shock absorbing mechanism therebetween, whichmay'be either of the spring or friotion'typ-e, themechanism shownV in thedrawings being ofthe friction sills40 terminate Vshort of the shoulders'BQ of the fronti and rear Yend sills and are 5 nor? ally centered between said shoulders oftlief two end sills. In order to strengthenv the ends of the sills 40, reinforcing castings 43+43 are employed, the castings having vertically disposed walls fitting the outer faces of the vertical webs ofthe sills .40, transverse end* v walls terminating flushwith the ends of the theinner surfaces ofthe top and bottomv sills and Jtop and bottom flanges engaging vflanges of the sills. The reinforcing-cast.- rings 43 are preferably secured tothe sills by riveting, as shown inthe drawings. It will be understood'thatthe construction of the sills 40 is the same at both ends ofthe car. -'and that both` ends of the same are reinforced by cast-"-A ings 43. 1 Y

A stop sleeve 44 is emdployed at eachend of tliecar, the same being isposed in the opening 28 of the corresponding end sill. :Each sleeve 44 is preferablyof substantially .rec-

tangular cross section having spaced verticalv f side wallsrand horizontally disposed, spaced top and bottom walls. VAt the forward end,

the side walls ofA each sleevevare. provided with opposed laterally projecting lugsV or vertical ribs( 45-45 which cooperatefwith Vthe. shoulders 36 to' limit the inward movement of the sleeve.

vBetween' the ends, the side walls are pro-f videdwith an additional .pair *of laterally extendinglugs or ribs46-46 vwhich co0perate with the-stop shoulders 37 to limit the outward movement of the sleeve. yEach sleeve is also provided with coupler key `guide slots 47-47 in the opposed 'side walls thereof. The side walls of the-sleeves 44 are spaced apart such a distance that the sleeves will .work freelybetween the ribs 35 of the end sills, and the lugs 45- and 46 are so designed that they clear the sidewalls ofthe openings 'in said end sills. The .front end of each sleeve- 44 is normally spaced such a distance from thecorresponding coupler heady as to;`perm1t relative movement ofzthe parts to an extent at yleast as great as the 'compression` stroke of fone of the shock absorbing mechanisms The front and rear ends of the,v

employed. The sleeve 44 at each end of .the

car'accominodates'` the Vcorresponding coupler shank' andthe rear endportion':thereof-fum tions as the frontl vstop meniberffor'thegshock absorbing mechanism at'that'end'of theear. f Each coupler shank has? a yoke memberv y 60 connected vthereto byja Vkey i48 extending through an openingin the coupler shank` and aligned:guidejslotsu49449 in the side-arms ofthe yoke. The yoke 60 is ,ofa well known type andfthes'hock `absorbing means, aswell therewithin. `The shock absorbing mvefans'is ofthe well knownfrictionV shelltype and includesl a -frictionshe'll 51,*fa' pair of' friction y shoes 52-452, a wedge( block 53' cooperating asa frontmain'follower"50, is supported with the shoes, the shell containing: the usual .Y

Vspring resistance which v opposes movement of `the parts. The .coupler .keyisf of: suchaV length as :to extend through the side arms of s the yokeand has the" opposite" ends thereof f working` inthe guide slots: 4T. ofI the ,correr spending sleeve 44.` .y A

The sills 40 are provided-with innerstopA lugs154-.-54, the same bcing'arrangedjin sets adjacent theopposite ,endsthereofand co.-

operatingvgwith.thecorresponding friction` shells'l. :The stoplugs54 are fixed to the sillsp40, l beingA preferablyseoured by., rivets,

as shown. .The normal positiono'f,,the-parts'is that` i. Y y shown in thedrawings,swherein theshock y i A' absorbing.mechanisms areffin fullrelealse and f hold Vthefiont followers 50 iutheir "louter-1 most positionengaged'wth the 4inner ends of the sleeves1`44 whiclrareheld /agaiiistoutwardmovement byengagementzoffthe'lugs V; '46 thereof.;'with` Vthe shoulders??` of theend, 1

sills.. r Ehe couplers at the oppositeendsof;

the car arealso in their fully .extended posietion; having` Atheir in-ner ends bearingk on` the )front followers 50V yand,be'in'g held=fagainst outward movement withre'spe'ct to the yokes f 6G bythe lreys 48 engagingt-he Vo'uter@ends the shoulders 39 ofthe end sillsly V The operationV` of f 1y;A Ain iproved V.railway v draft riggmghassuming a draft orlY pulling action being applied tothefcouplertat either end of thecoar, is'asffollows;

i :The coupler,- infit's 'outward s 4 pull` the corresponding fyolre 60 therewith,

.compressing they-friction shocl absorbing "1.3.9.5. i

mechanism between the inner' end of the Vyoke s and the main followeritO, the latterfbeing held inlixed position with respect to the carY by engagementjwith the -inner end of the sleeve 44 at that 'end of the car, the'latter being held against-outward movement bythe lugsf46 thereofengaging the stop shoulders 37 of the end sills Y ACompression of the friction shock absorbing mechanism will belimitedby engagement/of the' friction shell with Y the main follower 50. In this connection, it is pointed out that theoutward movement of the coupler head with respect to the end of the car and the corresponding sleeve 44 will be'equal to `the'comr'iression stroke of the friction shock yabsorbing mechanism.

V.When a 'bufling actionr is appliedVV to the coupler at one end of the car, the samewill be forced inwardly, thereby forcingthe corresponding outer follower inwardly also and compressing the frictionshock absorbing mechanism between the outerfollower and -thel stop lugs 54of the sills 40 at the 'same-end ofthecar. Inasmuch as thesills 4() are movable,vthesame will be moved longitudinally ofthe car during the described action, and

Vthe friction shock absorbing mechanism at the other end of thecar rwill be compressed betweenl the stop lugs 54 at that endof the Vcar and the corresponding vfront* or main follower V50 which is held against movement by engagement with the sleeve 44, the 'lugs 46 of which are held against y movement-by engagement with-the shoulders v37' of the corresponding, end sill.V r l f As will be evident, a'longer stroke is obtained. in a buliing action than is had in draft, because the shock absorbing mechanisms at both ends of the car are compressed'during a lbmi-ing stroke. 'Duringthe inwardmovement kof the coupler hereinbefore referred to, the corresponding coupler key will engage the inner end walls of the slots 47 of the corresponding sleeve, thereby forcing the sleeve inwardly. also, this `movement beingpermitted lby the clearancerprovided between Y the lugs 45 of said sleeve andk the shoulders vfill. y

Ling either held stationary and theV rfurther expansion of the shock absorbing mechanisms will force 36 of the corresponding end sill. The rela` tive movement betweenthe coupler and the sleeve 44 is thus 'substantiallythe same durawdraft or'buiii'ng action ofthe mechanism.

In release, afterthe railway'draft rigging lhas beensubjected to a builting action, the expansion of the shock absorbing mechanisms at'the oppositeend-s of the car will'force the Y rfollowers 50 outwardly,'carryingthe couplers outwardly therewith during the first part of the rel-easing action and then engaging the sleevesA 44 and forcing the s ame outwardly until movement thereof is limited by engagef ment ofV the lugs46 with the shoulders of the en'dsills, whereupon'the followers will be the draft gears during the inward movement kthe sills-40 to their centeredposition between the end sills of the car, the centeringrforce being transmitted thereto through the inner stop lugs 54whichjy cooperate with the shock Y absorbing mechanisms.V y

n The spacing betweenthe ends of the sills 40 Aand the shoulders 39 of the end sill at each end of the caris preferably such as to equal the compression strokel of the lcorresponding shock absorbing mechanism, sorthat movement ofthe sills 40A will bear'rested at `the same time that compression of the corresponding shock absorbing mechanism is limited by engagement of theshelll with Y the outer follower 50, thereby distributing ofthe coupler inbuii and the outward move. ment of thesame during'releaseafter a buffingaction. Y This 1s exceedingly important 1n railwa practice, because an excessive extension o the coupler 'head with respect'to the end of the car and the striking casting thereof would endangei'the trainman because the extension of the'coupler head-wouldbeV 'so great as to permit the trainmans-foot' to get caught and injured when the coupler is movedY inwardly during a' builing action. Y y i While Ihave herein shown and described' sor what I consider thevpreferred manner of carrying out vmy invention, the same ismerely illustrative-andI contemplate all changes and modifications which come within Ythe Y scope-of the claimsfappended hereto. e

Iclaimw y 1, ,I l. In a draftl rigging for railway cars hav- Ving'stopY meansratjeach end Yof the car,theV

combination-with spaced, longitudinally ex"-r tending sills, said sills being movable lengthwise withrespect to the car, said sills being provided with a set of inner stop lugs a'- cent` each end thereof ,of a friction shock absorbing mechanism cooperatingwith each set of inner stop" lugs'; a coupler at each end. of

thel car;V a yoke operatively. connecting each coupler with the friction shock absorbing mechanism at the same 'end of the car' Yan j Y louter'follower for Aeachfriction'shock ab-` sorbing mechanism; a movable outer-stop y member for each `of' said followers having shouldered engagement with the stop means at the corresponding end of the car. A Y j 2. `vIn a'draft rigging for railway cars hav`l ing fixed stop means vat each endY of the car, the combination with a. coupler at each` end ofthe car; of a yoke'operatively connected to eachcoupler'; a shock absorbing mechanism` `anda cooperating outer `follower with# l in'each yoke; a movable stop. member at each end of thecar interposed between the corre-v sponding outer Afollowerandthe Vfixed stop means,.said movable stop memberhavingits outward movement limited by said fined stop inner Lstopmeans thereon cooperating with Yeach of said shock `absorbingmechanisms.`

3. In a draft rigging forrailway cars hav- Y ing fixed stop means at opposite ends theresure transmitting means interposed between" of the car .for transmitting the buliing shocks' of, the combination. with acoupler at each endof the car; of a shock absorbing means4 A at each end of the caradapted to be comf` pressed upon inwardmovement ofthe corre sponding coupler duri'ngbuihng action presthe shock absorbing means at opposite. ends from one Ato the other; ai'iouterfollower cothe inward buiiing movement of the corre-J.

operating with each-shock absorbing .means andengaged andy actuated by the coupler'in.

buff; and outer stop memberscooperating' with each outer follower,'said outer stop Y l couplerwith the shock. absorbing mechanism members having Atheir outward. movement limitedbysaid fixed stops, said couplers be in'g movable inwardly of said .outer stop members; in bu'i'f, and said outerrstop mem-i` bers being movable inwardly of' the car and of said pressure transmitting 'means during spending coupler.

4. In .a draft rigging for railway carsthe' combination with fixed stop means at each end of the car; of a coupler at each end of A the car; ashock absorbing mechanism at each.

- to thepressure transmitting-means and also end of the car; pressure transmitting means movable with respect to the car for transmitl ting the actuatingforce from one shock-absorbing mechanism to the other; yoke means connecting eachcoupler with-the corresponding shock absorbingy mechanism; and-a movable- `outerstop membercooperating vwith each shock absorbing mechanism andl'i'avingV its outward movement limited by the'corre-f spending fixed stop member, each coupler having-movement inwardly Aof the 'corre-vv buif and each mov` spondin-g stop'- member inable stop member V'being movable with respect Vmovable inwardlyv ofthe car a. distance-at least equal tothe compression strokenone of said shockabsorbing mechanisms.

5. In a draft V riggingfor railway cars7 the y combinationwith fixed stopf.me`a'ns at each endof the car ofa coupler' ateach endof theY car a .shoclr'absorbing' mechanismi cooperat-V with each coupler; .yoke means operatively connecting each coupler and corre'-` spondiiigA shock absorbing 4mechanism; a

movable .outer stop member at'eaoh end of theV car interposed between the corresponding shock absorbinggjmechanism andxed stop mechanisms.

.ly connected. to; eaclfr` .coul-pleit;l a shock?v ab vand vhaving shouldered engagementlvvitlisaid stop tolimit outward movement ofsaid meinvber ;and means interposed between theshock v.absorbing mechanisms at `.oppositeends ofthe cai'for transmitting the bufling shocks from`4 01* videffor a longer stroke of eitherof'said coii- Y i i oneof saidmechanisms to the otlri'ei' to pro-k plers in buff than in draft-'each of said outer stop members being movableinwardly of l'thev car during buiingactionof the ,corinespondsy ing coupler,V whereby the relative movement longitudinally movable sills,.said sills being provided with a'set of. inner stop lugs adja-` cent: eachv end thereof; ya shockabsorbing f mechanism cooperating Withl'each set of inner; v

stop lugs', said shock Y absorbing mechanism` including front folloWeractingmeans-g a coupler at eachV end ofthe cardirectly actuating Athe .corresponding shock yabsorbing'.mecha-1 nism; a-yolre' operatively: connecting each-i at theeorresponding end'of'thecar :to directly? actuate the latter in draft;4 an Vouter stop member at each end of-.ithef.car, said stopt.` member being movab'lyl mounted. with respect y to the. corresponding end sill` and `having shouldered engagement with! .the stop' means ofsaid end sill and being engageable'by said front follower meansQ Aof Y the correspondingi thereon, the combinationwvvith a rcoupler atV each Vend of the car a yoketoperatively iconnected toeach coupler gra 'shock absorbingmechanism and a cooperating'front-follower Y 'ifo within each yoke; a lmovablestopmember;

at shock absorbing mechanismto limit'outward Y i f 7: In afdraft rivging'for rai-Iwaybars -v having end sills aththerfront anydLrear'lends` Ict at each. end Vof the car interposed'betweenfv 1 Vthe corresponding outer .follower andjthe: fixe'dstop means of thei end sil'l `at the corre f fspond'ing. endfof` the car` and havingj it-s. .out.

'Ward movemeiit limited by said. stop means;

and" spacedT longitudinally movable-sills havi ing inner stop'means at opposite ends-tl`ierel of, cooperating withsaid shockfabsorbing" end of theV car, the! combination with a -cofufa` ing endrsillse and fiXedstop meansffat'each f pler at each end ofthe car; afyoke- ,operative-jv sorbing 'mechanism Within each yoke; mo'vf and having; its .outward .movement limited by said fixed stop: means ;`an"dl4 spacech, long i-A ablestop member: at each end-of theV car interv-i ,l posed between! the-corresponding shock fabf sorbingmechanism and the fixed stopi4 means tudinallyl movable sills having inner ,stop` means adjacent opposite ends thereof, cooperating. respectively with said friction shock absorbing. mechanisms, said longitudin'allyv movablev sills having their movement limited by engagement with said end sills.

9. In aY draft rigging for railway cars having fixed stop means at -opposite ends .there-` of,vv the combinationKV with aV coupler at each end of the car; ofv shock absorbing means cooperating with each coupler and adapted to :be compressed upon inward movement of the corresponding coupler during bufing action; spaced, longitudinally extending sills movable lengthwise of the car, said sills having inner stop means at opposite ends thereof, cooperating with the corresponding shock 30,' the combination with' end sills at oppositev Y absorbing mechanism, 'said sills trasferring ends of the'car, saidjend sills each having fixed stop means; vof a coupler at each end of the car; ashock absorbing means at each*l end ofthe car adapted to be compressed upon inward movement :of lthe corresponding coupler, an outer follower interposed between each shock absorbing means and the f corresponding coupler yoke meansconnecting said coupler andshock absorbing means to effect compression of the latter when the coupler is moved outwardly in draft; means interposedk between the shock absorbing mech- Y, anisms. at opposite ends of the'car for transmitting the buflingjshocks from one to the other; andfmovable `outer stop members cooperating with the outer follower `of each shockabsorbing mechanism, said outer stop members having their outward movement.. limitedby said fixe'dstop means and beingmovable inwardly of thecar during theinward bufngmovement of the corresponding coupler.

Yeo

.pler ;V an outer follower cooperating with each.

" 11g-'InV a draft rigging-for railway cars, the combination with-end sills at opposite ends ofthe car, `s'aid'end sills each having fixed stop means; of acoupler 'at eachl end of the car; a shock absorbing lmeans at each end of the car adaptedto vbe compressed upon jinward movement vof the'corresp'onding. coushoclr absorbing mechanism and engaged and actuated directly by the corresponding coupler in bud; yoke means connecting said coupler and shock .absorbing means Vto elfect compression of the latterl when .the coupler is-movedy outwardly in draft spaced, longitudinallyextending sills movable lengthwise of the car, said sillshaving-inner stop means 1 adjacent the opposite ends thereof-cooperating with the corresponding shock absorbing mechanisms, said sills transmitting buiring strains from one shock absorbingmechanism to the other; outer'stop membersscooper ating with the-follower of each shock absorbmg mechanism, said outer stop members having their outward movement limited by said y Xed stop means and 'being movable inwardly of the car and with reference tosaid movable sills during the inward buf'ing movement of the vcorresponding coupler and means at opposite ends of the car for limiting the movement of said longitudinally mov-4 able sills. Y i

12. In a draft riggingfor railway oars having fixed stop means at opposite endsthereof, thecombination with a coupler at each end of the car; ofa shock absorbing mechanism at each end of the car; means for connecting each 'coupler andv shock absorbing mechanism to actuate the same in draft; pressure transmitting `means interposed between said shock absorbing mechanisms-at opposite ends of the car for transmitting. the buffing strain from one mechanism to theother.; an outer stop sleeve cooperating with, each shocl; absorbing mechanism, said sleeves engaging said fixed stops to limit outward movement of said sleeves and being-movable withrespect to said pressure transmitting means, and being also movable inwardly of the car during an inward bufling movement of the corresponding coupler,each of said.

sleeves accommodating the inner endv of the shank ofthe corresponding coupler.

l 13. In a railway draft rigging, the combination with fixed end sills at oppositegends. ofthe car, each. having stop means thereon; of a coupler at eac-h end of the car; aV shock absorbing Vmechanism at ea-ch end ofthe car adapted to be compressed upon inward movement 'ofi the corresponding coupler;l yoke means connecting each coupler and the correspondingshock absorbing mechanismto effect compressionrof the latter. when th'ecou-V pler is pulled outwardly during draft;V pressure transmitting meansinterposed. betweenY the shock absorbingn'iechanism at opposite ends of the car for transmitting the bulfing shocks from'one to the other; an outer stop sleeve cooperating with each shockabsorbing mechanism and.adapteditovaccommodate the inner end of the corresponding coupler shank,"

said'stop sleeves engaging with' andhaving Y .their outward'movement limited by'said fixed stop means'beingmova'ble with respect to said pressure transmitting means and alsofmovable inwardlyV of theV car during the inward buffing movement Hof the corresponding coupler.4 1,' V14. In ay railway draftl rigging, theY combination with fixed end sillsat-opposite endsu of the car, each having stop means thereon; of a coupler atI each end of the'car; a shock absorbing mechanism at each end kof the-car adapted to be compress-ed upon inward movement. of the corresponding coupler; yoke meansconnecting each coupler and the corre;l

spending shock absorbing mechanism Ato effeet compression of the latter when thefjcoupler is pulled outwardly during draft ;spaced4 sills extending lengthwise of the car and having inner stop means adjacent opposite ends thereof, cooperating with said shock absorb? "ing mechanisms, said sills having limited movement longitudinally of the car, said movement being limited by engagement with the end sills; and an outer sto n operating with each shock absor ing mechanism and adapted to accommodate ltheinner y thereof, the combinationwith a coupler at the shock absorbing means disposed therewithi'n; outer stop means-at each .end of the" each end of the car; a shock absorbingmechanism cooperating with each coupler; yoke means connectedtofeach coupler Vand having car cooperating with 'said shock 'absorbing mechanism, said outer stop' means comprising a movable sleeve accommodating the front end of theyoke and the inner end of the coupler shank and having its outward movement limited by engagement .with the corresponding end sill; longitudinallydisposed spaced lsills between which said Vshock absorbing mechanisms and yoke means are disposed7 said s lls beingmovable lengthwise ofthe car; and inner stop members at adjacent opposite ends of the last named sills and cooperat- Y ing` with the shock absorbing Vmechanisms at reo opposite ends of the car, said innerstop members being fixed tosaid sills. i

116. In a'railway-draft rigging, the combination with a coupler having longer movement in buff than in draft; of shock absorbi v ing means cooperating with saidcoupler in a i both bu and draft, said shock absorbing means including a front follower yoke means connected to said coupler and enclosingsaid shock absorbing means; front stop means including a movable sleeve accommodatingthe sleeve lcoa 19. In a railway draft rigging, the

sleeve duringbuffingl action. i l

17. In a railway draft riging for cars, the `combination with an end s'i-ll having an openthe cary to ail-.extent vat least'as great asthe l draft stroke of theV couplerand saidcoupler s y being movableiinwardly with respect tothe l ing; of a stop sleeve'movably supported in saidopening; cooperating means ons'aidend 4 sill 'and `stop sleeve for limiting both'the inward v'and outward movement of saidv sleeve ;y

a coupler having the shank thereof -disposed within. .said sleeve; a shockabsorbing'mechanisin vcooperating with the coupler; and yoke absorbing mechanism, said:fyQke-'mea'nsextending intesa-id sleeve.A

`means connecting fthe coupler to thefshock f 18: In arailway draft rigging, the comf bination with -an endffsill having 'an openingVv therein, said end sillhaving ixed'stop means" l, Y

thereondisposed-within said opening; of a' movable sleeve disposed within said opening 'l .andV havingshouldered engagement with said stop means to limitoutward movementl of the same; a shockabsorbing mechanism;

coupler and shock absorbing mechanism andv an outer 'follower interposed ,between the'l shock absorbing mechanism and the innery end of the sleeve,`said sleeve functioning as Y t outer stop means for the follower. f

nation with van end sill `jhaving an ropening therethrough; of amovable stop sleeve disposed in said opening,. said stop sleeve'havf ing shoulderedA engagement with theend sillv to limit'v outward movement of the sleeve; aV

shock absorbing mechanism; a coupler; a yoke within which' said shock absorbing mechai nism is disposed; Yand a' key connecting thery vyoke'and coupler, saidkeybeing movable inwardly of the yoke, said sleeve beingprovided with-guide slots receiving `the Yopposite ends "of the coupler key,`said key 'engag-I, ing the inner end wa'lls'ofsaid'slots after a Y i j Y 11'0 pler and sleeve to eifectfinward movement predeterminedrelative movement of the cou-l ofthe sleeve inv unison with thev coupler,1

In witness that I claim the foregoing I have y J anuary,i1929.

shank of the coupler and supporting the shank .outwardly Vof the connection thereof with the yoke, said sleeve being engagedby` said front follower to limitoutward movement of saidfollowerfsaidf-sleeve having shouldered engagement with fixed stop means on the car to limit outward movement of'said f sleeve, said sleeve being movable inwardly of hereunto subscribed my naine this Qllth day of ,1 Y

l' 12401l l `a coupler; a` yoke operatively connecting the @9? i new 

